Restraint System For A Hood Lift Device

ABSTRACT

A hood lift device with a restraint system is disclosed. The system can include a catching hole configured to constrain an actuator tip within a hood after the hood lift device is deployed. By engaging the hood lift device with a hood, the hood may be restrained from contacting a windshield.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to motor vehicles and in particular to arestraint system for a hood lift device.

2. Description of Related Art

Devices for lifting the rear of a hood during an impact have beenpreviously disclosed. Borg et al. (U.S. Patent Number 2006/0108169) isdirected to a mechanical absorption system for an active bonnet hinge.Borg teaches a device that raises a bonnet during an initial collisionusing an actuator and a blocking device that is intended to block theactuator in a given position. Borg intends to provide a device thatallows for impact absorption in the opposite direction of the directionthat the bonnet is lifted, once a pedestrian has collided with the hood.

Borg teaches a safety device, including an actuator, a link rod, araising lug and a locking hook. The safety device is associated with abonnet. During an impact, a pyrotechnic charge exerts a thrust on thehook to release the link rod, causing a piston of the actuator toextend, which further raises the bonnet. As the actuator extends, a snapring occupies a groove. At this point, the piston is prevented fromextending any further. Borg teaches that this first phase corresponds toa phase of arming the safety device. During a second phase, force isapplied to the piston by a pedestrian impacting the bonnet. This impactcauses the piston to retract and the snap ring forcibly enters asmall-diameter upstream part of a cylindrical body. This second phasecorresponds to a phase of absorbing shock.

Kramarczyk et al. (U.S. Patent Number 2005/0264036) is directed to ahood elevation system. Kramarczyk teaches a hood elevation system for amotor vehicle, including an actuator configured to move a portion of ahood between an elevated and a retracted position. The hood elevatingsystem also includes a self-locking mechanism. Kramarczyk teaches thatthe self-locking mechanism enables repeated elevation and retraction ofthe hood.

Kramarczyk teaches a hood that is attached to a vehicle by hingesadjacent to a windshield. Each hinge is operatively connected to a hooddeployment linkage. Kramarczyk teaches that deployment of the linkagemay be further associated with a motor via a self-locking mechanism.Kramarczyk teaches that the motor functions as an actuator toselectively move the hood between a retracted position and an elevatedposition by selectively retracting and extending a member. Kramarczykalso teaches that the motor is controlled by a sensing system.

The prior art requires systems with actuators including provisions tolock the piston, thereby increasing the complexity of the actuator.There is a need in the art for a system that constrains the liftingmovement of the hood without the need to introduce additional componentsinto the actuator system.

SUMMARY OF THE INVENTION

A restraint system for a hood lift device is disclosed. Generally, thissystem can be used in connection with an engine of a motor vehicle. Theinvention can be used in connection with a motor vehicle. The term“motor vehicle” as used throughout the specification and claims refersto any moving vehicle that is capable of carrying one or more humanoccupants and is powered by any form of energy. The term motor vehicleincludes, but is not limited to cars, trucks, vans, minivans, SUVs,motorcycles, scooters, boats, personal watercraft, and aircraft.

In some cases, the motor vehicle includes one or more engines. The term“engine” as used throughout the specification and claims refers to anydevice or machine that is capable of converting energy. In some cases,potential energy is converted to kinetic energy. For example, energyconversion can include a situation where the chemical potential energyof a fuel or fuel cell is converted into rotational kinetic energy orwhere electrical potential energy is converted into rotational kineticenergy. Engines can also include provisions for converting kineticenergy into potential energy. For example, some engines includeregenerative braking systems where kinetic energy from a drivetrain isconverted into potential energy. Engines can also include devices thatconvert solar or nuclear energy into another form of energy. Someexamples of engines include, but are not limited to: internal combustionengines, electric motors, solar energy converters, turbines, nuclearpower plants, and hybrid systems that combine two or more differenttypes of energy conversion processes.

In one aspect, the invention provides a motor vehicle, comprising: ahood comprising a hood skin and a hood frame; a hinge configured toattach the hood to a portion of the motor vehicle; an actuator includingan actuator tip configured to lift a rear portion of the hood associatedwith the hinge; a catching hole of the hinge configured to receive theactuator tip; and where the actuator tip is disposed below the catchinghole when the actuator is in a retracted position and wherein theactuator tip is disposed through the catching hole when the actuator isin an extended position.

In another aspect, the hinge includes a lower portion and an upperportion.

In another aspect, the upper portion is a reinforcing portion.

In another aspect, the upper portion is disposed between the hood frameand the hood skin.

In another aspect, the hood frame includes a hole that is aligned withthe catching hole.

In another aspect, the upper portion includes a reaction surfaceconfigured to engage the actuator tip.

In another aspect, a motor vehicle, comprising: a hood comprising a hoodskin and a hood frame; a hinge configured to attach the hood to aportion of the motor vehicle; the hinge comprising a lower portion andan upper portion, the upper portion including a reaction surfacedisposed between the hood skin and the hood frame; an actuator includingan actuator tip configured to lift a rear portion of the hood associatedwith the hinge; a catching hole of the hinge configured to receive theactuator tip; and where the actuator tip is configured to contact thereaction surface when the actuator is in an extended position.

In another aspect, the reaction surface is configured to deform whencontacted by the actuator tip.

In another aspect, the hood is configured to slide towards the rearportion of the vehicle when the actuator tip engages the reactionsurface.

In another aspect, the actuator tip is configured to fixedly engage withthe catching hole after the hood slides rearwards.

In another aspect, the catching hole has a key-hole shape.

In another aspect, the hood frame is associated with a hole that isconfigured to deform around the actuator tip.

In another aspect, a motor vehicle, comprising: a hood attaching to themotor vehicle using a hinge; an actuator including an actuator tipconfigured to lift a rear portion of the hood associated with the hinge;the hinge comprising a lower portion including a catching holeconfigured to receive the actuator tip; a reaction surface disposedabove the lower portion configured to contact the actuator tip in anextended position; and where the actuator tip is fixedly engaged withthe catching hole in the extended position.

In another aspect, the hood is configured to slide towards a rearportion of the motor vehicle when the actuator tip is in the extendedposition.

In another aspect, the engagement of actuator tip with the catching holeprevents the rear portion of the hood from rotating during a collision.

In another aspect, the reaction surface deforms when contacted by theactuator tip.

In another aspect, the reaction surface is disposed on an upper portionof the hinge.

In another aspect, the reaction surface is sloped.

In another aspect, the hinge is associated with a catching devicedisposed beneath the lower portion of the hinge.

In another aspect, the catching device is configured to engage with theactuator tip.

Other systems, methods, features and advantages of the invention willbe, or will become, apparent to one of ordinary skill in the art uponexamination of the following figures and detailed description. It isintended that all such additional systems, methods, features andadvantages be included within this description and this summary, bewithin the scope of the invention, and be protected by the followingclaims.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention can be better understood with reference to the followingdrawings and description. The components in the figures are notnecessarily to scale, emphasis instead being placed upon illustratingthe principles of the invention. Moreover, in the figures, likereference numerals designate corresponding parts throughout thedifferent views.

FIG. 1 is a side view of a preferred embodiment of a front portion of amotor vehicle with a hood lift device;

FIG. 2 is an isometric exploded view of a preferred embodiment of ahood, a hood hinge and a hood lift device;

FIG. 3 is an assembled side view of a preferred embodiment of a hood, ahood hinge and a hood lift device;

FIG. 4 is an assembled side view of a preferred embodiment of a deployedhood lift device;

FIG. 5 is a side view of an exemplary embodiment of a front portion of amotor vehicle in a post-impact condition;

FIG. 6 is a side view of a preferred embodiment of a front portion of amotor vehicle in a post-impact condition;

FIG. 7 is an isometric view of a preferred embodiment of a lower portionof a hood hinge with a keyhole shaped catching hole;

FIG. 8 is an isometric view of a preferred embodiment of a lower portionof a hood hinge with a star shaped catching hole;

FIG. 9 is side view of an alternative embodiment of an upper portion ofa hood hinge and a reaction surface;

FIG. 10 is a side view of an alternative embodiment of an upper portionof a hood hinge with a sloped reaction surface;

FIG. 11 is an isometric view of an alternative embodiment of a lowerportion of a hood hinge with a catching device; and

FIG. 12 is a cross sectional view of a preferred embodiment of a lowerportion of a hood hinge with a catching device.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

FIG. 1 is a side view of a preferred embodiment of a portion of motorvehicle 100. Generally, motor vehicle 100 could be any type of motorvehicle, including, but not limited to, cars, trucks, vans, minivans,SUVs, motorcycles, scooters, boats, personal watercraft, and aircraft.

Preferably, a motor vehicle may be configured with one or more sensorsconfigured to detect various types of collisions. In the currentembodiment, motor vehicle 100 may be associated with sensor 102.Preferably, sensor 102 is a pre-crash sensor configured to detect apotential collision. Generally, sensor 102 may be any type of pre-crashsensor, including, but not limited to, pressure sensors, radar, optical,fiber-optic, or infrared sensors. In some cases, sensor 102 may be partof a network of sensors disposed on the periphery of a motor vehicle. Inother cases, sensor 102 may be part of a network of sensors including avehicle speed sensor. In this preferred embodiment, sensor 102 is aradar sensor housed within front bumper 104 of motor vehicle 100. Usingthis arrangement, sensor 102 may detect a potential collision at thefront of motor vehicle 100.

In some embodiments, a pre-crash sensor may alert a driver to apotential collision. In other embodiments, a pre-crash sensor may deploymotor vehicle systems to reduce the severity of a collision. In somecases, a pre-crash sensor may deploy air bags around the bumper orwindshield wipers of a motor vehicle. In a preferred embodiment, apre-crash sensor may signal a hood lift device to lift the hood into aposition that adds crush space between the hood and engine to reduce therisk of pedestrian injuries to the head and chest. The term “hood liftdevice” as used throughout this detailed description and in the claimsrefers to the components of a system configured to lift a hood of amotor vehicle prior to a collision in order to provide added enginecompartment clearance for collisions with a pedestrian.

In this embodiment, sensor 102 may be associated with hood lift device125. In some embodiments, hood lift device 125 may be disposed below aside portion of hood 150. In other embodiments, hood lift device 125 maybe disposed below a front portion of hood 150. In a preferredembodiment, hood lift device 125 may be disposed below rear portion 151of hood 150. Details of hood lift device 125 will be discussed later inthis detailed description.

In some embodiments, sensor 102 may signal hood lift device 125 todeploy prior to a collision. In a preferred embodiment, sensor 102 maysignal electronic control unit (ECU) 120 of an imminent collision. ECU120 then preferably signals hood lift device 125 to deploy. In somecases, ECU 120 may deploy additional systems to reduce the severity of acollision.

Generally, sensor 102, hood lift device 125 and ECU 120 may communicatein any manner. In some embodiments, components 102, 125 and 120 maycommunicate via one or more electrical wires or circuits. In otherembodiments, components 102, 125 and 120 may communicate wirelessly.Although sensor 102 and hood lift device 125 communicate with ECU 120 inthe current embodiment, in other embodiments, sensor 102 and hood liftdevice 125 could also communicate with one another directly. In theseother embodiments, sensor 102 could send a signal to activate hood liftdevice 125 directly, instead of via ECU 120.

Preferably, after hood lift device 125 receives a signal to deploy, hoodlift device 125 preferably pushes rear portion 151 of hood 150 upwards.Generally, hood 150 may be raised by any height above the front of motorvehicle 100. In some embodiments, hood lift device 125 may push rearportion 151 upward more than 10 cm above motor vehicle 100. In otherembodiments, hood lift device 125 may push rear portion 151 upward lessthan 10 cm above motor vehicle 100. In a preferred embodiment, hood liftdevice 125 may push rear portion 151 upward approximately 10 cm abovemotor vehicle 100. Generally, hood lift device 125 pushes rear portion151 of hood 150 upward to a position that adds crush space between hood150 and an engine and other hard components.

During a motor vehicle-to-pedestrian collision, a pedestrian may strikeand deform hood 150. After deforming hood 150, a pedestrian may contactan engine and/or other hard components underneath hood 150. By addingengine compartment clearance between hood 150 and the engine, hood liftdevice 125 creates a buffer that may prevent a pedestrian fromimmediately impacting the engine or other components disposed directlybeneath hood 150 when the pedestrian strikes hood 150.

FIG. 2 is an isometric exploded view of hood lift device 125 and hood150. In the current embodiment, hood lift device 125 preferably includesactuator 253. Actuator 253 may be disposed within an engine compartment.Actuator 253 may be any type of actuator, including, but not limited to,pneumatic actuators, motors, and pyrotechnic actuators. In a preferredembodiment, actuator 253 may be a pyrotechnic actuator.

Actuator 253 may include rod 250. In this embodiment, rod 250 is acylindrical rod. In other embodiments, rod 250 may have a differentshape. In some embodiments, rod 250 may include actuator tip 254 at thetop of rod 250. In some cases, actuator tip 254 may have a generallyflattened shape and fit on top of rod 250. In other cases, actuator tip254 may have a different shape. Further details of this arrangement arediscussed later in this detailed description.

Preferably, actuator 253 includes provisions to house rod 250 when hoodlift device 125 is not deployed. In this embodiment, cylinder 251 may beconfigured to house rod 250 prior to the firing of actuator 253.Although this embodiment of actuator 253 includes cylinder 251, rod 250,and actuator tip 254, in other embodiments, other components may beincluded in actuator 253. Additionally, in some other embodiments, somecomponents discussed here may not be included. For example, in somecases, cylinder 251 may be optionally removed from actuator 253.Generally, actuator 253 may include any components configured to lifthood 150 to provide engine compartment clearance.

A cross section of hood 150 is illustrated in FIG. 2. In some cases,hood 150 may comprise hood skin 152 and hood frame 153. Preferably, hoodskin 152 may provide a smooth continuous surface visible on the exteriorof the motor vehicle. Also, hood frame 153 may be associated with theunderside of hood 150. For purposes of clarity, only some components ofhood 150 are illustrated in this Figure.

In some embodiments, a hood frame may be a frame with gaps. In otherembodiments, a hood frame may have a multicone inner panel design. Instill other embodiments, a hood frame may include a cavity. In somecases, a cavity within a hood frame may be configured with materials orstructures for sound or energy absorption during a collision. In apreferred embodiment, a hood frame may include a cavity and at least onehole providing access to the cavity.

In the current embodiment, hood frame 153 may be disposed generallyparallel to hood skin 152 before sloping upwards to join hood skin 152at rearward edge 154. In other embodiments, hood frame 153 and hood skin152 may have different shapes. Preferably, the shape of hood frame 153is configured to form cavity 156. In this embodiment, cavity 156includes the space between hood skin 152 and hood frame 153.

In this preferred embodiment, hood frame 153 may include hole 155. Hole155 preferably provides access to cavity 156. In the current embodiment,hole 155 has a rectangular shape. In other embodiments, hole 155 couldhave a different shape. Generally, the shape and size of hole 155 couldvary. Furthermore, in other embodiments, hood frame 153 may beassociated with additional holes.

Preferably, a hood includes provisions to securely attach to a motorvehicle. Additionally, a hood may be configured to open and close toprovide access to an engine compartment within a motor vehicle. In someembodiments, a hood may pivot at a lateral edge of the enginecompartment to open and provide access to the engine compartment. Inother embodiments, a hood may pivot at a forward edge of the enginecompartment to open and provide access to the engine compartment. In apreferred embodiment, a hood hinge may secure a hood to a motor vehicleat a rearward edge of the engine compartment and allow a hood to pivotopen to provide access to an engine compartment.

In this embodiment, hood 150 may be associated with hood hinge 201.Generally, hood hinge 201 may be any type of hinge including, but notlimited to, detachable hood hinges, geared hood hinges, hinges with gasshocks and other types of hinges. Generally, hood hinge 201 isconfigured to connect hood 150 to motor vehicle 100, as well as to allowhood 150 to open and close. In some embodiments, hood hinge 201 may bedisposed near rearward edge 154 of hood 150. In other embodiments, hoodhinge 201 may be disposed in another location proximate to hood 150.

Preferably, hood hinge 201 comprises pivot portion 280 and lower portion203. In this embodiment, pivot portion 280 may be configured to attachdirectly to motor vehicle 100. Likewise, lower portion 203 may beconfigured to attach to, and pivot with respect to, pivot portion 280.Furthermore, lower portion 203 may also be configured to connect withhood 150. Using this arrangement, hood hinge 201 may allow hood 150 toconnect to, and pivot with respect to, motor vehicle 100.

In some embodiments, a hood hinge may include additional provisions tosecure the hood hinge to a hood. In some cases, the hood hinge may bereinforced to prevent a fracture during a collision. In otherembodiments, a lower portion of a hood hinge may be reinforced where thehood hinge fastens to a hood. In a preferred embodiment, a hood hingemay include additional portions to fasten the hood hinge to a hood.

In the current embodiment, hood hinge 201 further includes upper portion202. Upper portion 202 may be disposed within cavity 156 of hood 150 toreinforce the attachment of hood hinge 201 to hood 150. Preferably,upper portion 202 is configured to attach to hood frame 153 and lowerportion 203. This arrangement preferably strengthens the connectionbetween lower portion 203 and hood 150.

Generally, portions 202, 203 and 280 of hood hinge 201 may be made ofany material. In some embodiments, portions 202, 203 and 280 may be madeof similar materials. In other embodiments, portions 202, 203 and 280may be made of different materials. Portions 202, 203 and 280 arepreferably made of substantially durable materials. In a preferredembodiment, portions 202, 203 and 280 may be made of a metal material ora metallic alloy.

FIGS. 2-3 illustrate a preferred embodiment of the assembly of hoodhinge 201 with hood 150 and motor vehicle 100. Initially, upper portion202 of hood hinge 201 may be inserted into cavity 156 of hood 150.Following this, first mounting holes 285 of lower portion 203 may bealigned with second mounting holes 286 of hood frame 153. Additionally,third mounting holes 287 of upper portion 202 may also be aligned withmounting holes 285 and 286. At this point, first bolt 211 and secondbolt 212 may be inserted through mounting holes 285, 286 and 287 tosecure lower portion 203 and upper portion 202 to hood 150. Using thisarrangement, hood frame 153 may be sandwiched between lower portion 203and upper portion 202, strengthening the connection between hood hinge201 and hood 150.

Although the current embodiment uses two bolts to secure lower portion203 and upper portion 202 to hood 150, in other embodiments any numberof bolts may be used. Additionally, in some other embodiments, one ormore portions of hood hinge 201 may be welded directly to hood 150.Preferably, hood hinge 201 may be attached to hood 150 in a manner thatdoes not prevent the lifting of hood 150 during a collision.

Preferably, pivot portion 280 may also be attached directly to motorvehicle 100. In this preferred embodiment, pivot portion 280 may beattached to motor vehicle 100 using bolts 281. In other embodiments,pivot portion 280 could be welded to motor vehicle 100 or attached usingother provisions.

Preferably, lower portion 203 and pivot portion 280 may be attached toone another during the assembly of hood hinge 201. In particular, firstpivot hole 283 of pivot portion 280 may be aligned with second pivothole 284 of lower portion 203. Following this, pivot bolt 282 may beinserted through holes 283 and 284 in order to fasten lower portion 203to pivot portion 280. This connection preferably facilitates thepivoting of lower portion 203 with respect to pivot portion 280 andmotor vehicle 100.

Preferably, a hinge may be associated with provisions for restraining orcatching a portion of an actuator. In some embodiments, the hinge may beassociated with a restraint system. The term “restraint system” as usedthroughout this detailed description and in the claims refers to anycomponents, mechanisms or devices for constraining one or morecomponents of a hood lift device. In some cases, the restraint systemmay include a catching hole. The catching hole may be configured toreceive an actuator tip after a hood lift device deploys. In othercases, the restraint system could include another type of catchingdevice that is configured to catch a portion of an actuator. By catchingthe actuator tip after the actuator tip pushes a hood upward, theactuator tip will be constrained within the hood. In particular, theactuator tip when trapped may cause the hood lift device to act as ananchor for a rear portion of the hood. With this arrangement, the rearportion of the hood may be anchored by the hood lift device prior to acollision.

Referring to FIGS. 2-3, lower portion 203 may include catching hole 355.In some embodiments, catching hole 355 may be aligned with a portion ofactuator 253. In particular, catching hole 355 may be disposed justabove actuator 253, as seen in FIG. 3. Furthermore, catching hole 355may be disposed below hole 155. In a preferred embodiment, both catchinghole 355 and hole 155 are configured to receive actuator tip 254 oncehood lift device 125 has deployed.

Preferably, actuator tip 254 is configured to engage upper portion 202of hood hinge 201 in order to apply a lifting force to hood 150. In thisembodiment, upper portion 202 may include reaction surface 305.Preferably, actuator tip 254 may strike reaction surface 305 when hoodlift device 125 is deployed. In some embodiments, reaction surface 305of upper portion 202 may be shaped in a curve that arches over hole 155.With this shape, upper portion 202 may be configured so as not to blockhole 155. Using this arrangement, actuator tip 254 may lift hood 150 tocreate engine compartment clearance during a collision by strikingreaction surface 305.

Prior to a collision, actuator 253 may be disposed in a retractedposition, as seen in FIG. 3. In this position, rod 250 and actuator tip254 are retracted within cylinder 251. In particular, in this retractedposition, actuator tip 254 is disposed below catching hole 355. However,following a collision, actuator 253 may be disposed in an extendedposition, as seen in FIG. 4. In this position, rod 250 and actuator tip254 may be extended outwards from cylinder 251 and preferably engage oneor more portions of hinge 201 and hood 150. In particular, in thisextended position, actuator tip 254 may be inserted through catchinghole 355 and may engage with reaction surface 305.

Referring to FIG. 4, hood lift device 125 is deployed for an imminentcollision. In this embodiment, actuator 253 lifts rod 250 upwards withan explosive charge. Rod 250 pushes through holes 155 and 355 to strikereaction surface 305 of hood hinge 201. Preferably, rod 250 strikesreaction surface 305 with actuator tip 254. The relatively large surfacearea of actuator tip 254 may reduce local pressure when actuator tip 254pushes against reaction surface 305. With this arrangement, actuator tip254 deforms upper portion 202 as actuator tip 254 strikes reactionsurface 305 instead of potentially puncturing reaction surface 305.

As upper portion 202 deforms, lower portion 203 may also be deformedbecause lower portion 203 is bolted to upper portion 202. In someembodiments, lower portion 203 may be configured to deform at bend point410. This deformation at bend point 410 releases some of the pressureexerted by hood hinge 201 on hood 150. Through the force of actuator tip254 striking reaction surface 305 on hood hinge 201, hood 150 is forcedupward to provide crush space for a potential pedestrian striking hood150.

As hood 150 is pushed upwards, hood 150 may also slide rearward toward arear portion of the motor vehicle. Likewise, hood hinge 201 will alsoslide rearward. When hood hinge 201 slides rearward actuator tip 254will become misaligned with catching hole 355. Preferably, this causesactuator tip 254 to be locked within hood frame 153. In particular,pressure from edge 405 of catching hole 355 will force rod 250 andactuator tip 254 to remain within cavity 156. Additionally, the broadflat shape of actuator tip 254 may assist in keeping rod 250 withincavity 156. With this arrangement, rod 250 will be prevented fromfalling downward after the force from actuator 253 is depleted. In otherwords, actuator tip 254 and hood hinge 201 may be fixedly engaged whenactuator 253 is in this fully extended position.

While rod 250 is pressed against edge 405 of catching hole 355, rod 250will preferably stop hood 150 from sliding further in the rearwarddirection. By stopping hood 150 from sliding further rearward, rod 250may prevent hood 150 from impacting a windshield and potentially causinginjury to a driver or a passenger.

In prior designs, hood lift devices may increase the likelihood of ahood impacting a windshield during a collision. As previously discussed,when a hood lift device deploys prior to the collision, the rear portionof the hood is pushed upwards. In a frontal collision, the hood may beconfigured to fold at a predefined weak point to absorb some of theforce of the collision. In some cases, this combination of forces maycause the rearward edge of the hood to over rotate and impact thewindshield. By pushing up a rear portion of a hood prior to a collision,a hood lift device may cause a hood to be pushed into a windshield whenthe hood is forced rearward during a frontal collision.

FIG. 5 illustrates a schematic view of an exemplary embodiment of afront portion of motor vehicle 500 in a post-impact condition.Preferably, motor vehicle 500 includes hood lift device 525. While hoodlift device 525 is configured to deploy in a collision to protect apedestrian, hood lift device 525 may also deploy in other collisionsincluding motor vehicle-to-motor vehicle collisions. In the currentembodiment, motor vehicle 500 collides with another motor vehicle, notshown in this Figure for purposes of clarity.

As motor vehicle 500 experiences a frontal collision with another motorvehicle, hood lift device 525 deploys when signaled of an imminentcollision. In this embodiment, rod 560 strikes a portion of hood hinge501 to push rear portion 551 of hood 550 upward. The force from rod 560deforms hood hinge 501 at bend point 510. This causes rear portion 551to be pushed upward.

In this embodiment, hood 550 and hood hinge 501 do not include amechanism to catch actuator tip 564 after hood lift device 525 deploys.When the force of the charge from actuator 526 is depleted, rod 560 andhood hinge 501 are no longer engaged. Therefore, rear portion 551 is notengaged by hood lift device 525. With this configuration, deformed hoodhinge 501 is the only point of attachment between rear portion 551 andmotor vehicle 500.

As motor vehicle 500 collides with another motor vehicle, hood 550 foldsto absorb some of the force of the collision. Specifically, frontportion 552 and rear portion 551 are rotated upward at pre-defined weakpoint 553. Furthermore, the force of the collision pushes rear portion551 rearward. Since hood lift device 525 raises rearward edge 554,rearward edge 554 is disposed higher on windshield 580. In some cases,the force of the collision may cause rearward edge 554 to impactwindshield 580. With this combination of forces from hood lift device525 and the collision, rearward edge 554 may be driven into windshield580.

Preferably, a hood lift device and a hood may be configured withprovisions to protect not only pedestrians but also the occupants of amotor vehicle during a collision. FIG. 6 illustrates a preferredembodiment of a front portion of motor vehicle 600 after a frontalcollision with another motor vehicle. For purposes of clarity, only hood650 and hood lift device 625 are shown in FIG. 6.

Prior to the frontal collision, hood lift device 625 preferably deploys.As discussed previously, hood lift device 625 is deployed to protectpedestrians in motor vehicle-to-pedestrian collisions. However, in somecases, hood lift device 625 may also deploy in motor vehicle-to-motorvehicle collisions as well as collisions with other objects.

When hood lift device 625 deploys, actuator tip 664 is forced upward byactuator 626. At this point, rod 660 pushes rear portion 651 upward toprovide crush space between hood 650 and an engine compartment. Afterthe force of the charge from actuator 626 is depleted, actuator tip 664does not disengage from hood 650 because actuator tip 664 is caughtwithin hood frame 653. In particular, actuator tip 664 is fixedlyengaged with a catching hole of a hood hinge as previously discussed.This configuration fixedly engages actuator tip 664 with hood frame 653near rearward edge 654.

As hood 650 is struck by a frontal collision, hood 650 folds atpre-defined weak point 665. Front portion 652 and rear portion 651 areforced upward when hood 650 folds at pre-defined weak point 665.Furthermore, hood 650 and specifically rearward edge 654 may be pushedrearward by the collision. In this embodiment, however, hood lift device625 is locked in place on hood frame 653. This arrangement prevents rearportion 651 from moving rearward. Rear portion 651 is instead forced tobend between pre-defined weak point 665 and rearward edge 654 toaccommodate the force of the collision. In other words, as hood 650folds rearward edge 654 is locked into place by actuator tip 664 of hoodlift device 625. With this configuration, rearward edge 654 issubstantially prevented from impacting windshield 680 and potentiallyharming vehicle occupants.

Preferably, the shape of a catching hole in a lower portion of a hoodhinge is configured to securely engage an actuator tip after a hood liftdevice deploys. This arrangement ensures that a rear portion of a hoodis anchored by the actuator tip during a collision and prevented frommoving rearward into a windshield. Generally, a catching hole may haveany shape configured to catch an actuator tip after a hood lift devicedeploys. Examples of different shapes for a catching hole include, butare not limited to, keyhole shapes, star shapes, rectangular shapes,polygonal shapes, irregular shapes, as well as other shapes.

FIG. 7 illustrates an alternative embodiment of catching hole 755 inlower portion 703 of hood hinge 701. In this alternative embodiment,catching hole 755 may have a keyhole-like shape. The keyhole shape ofcatching hole 755 may include circular portion 756. Preferably, circularportion 756 is configured to allow an actuator tip to pass throughcircular portion 756 of catching hole 755 when a hood lift devicedeploys.

Furthermore, catching hole 755 includes provisions to catch an actuatortip when a hood slides rearward in a collision. In the currentembodiment, catching hole 755 may be configured with key portion 757 tocatch an actuator tip. As the hood slides rearward during a frontalcollision, catching hole 755 will slide rearward. Key portion 757 willbe pushed against a rod and catch the actuator tip. This arrangementsecures the actuator tip within a hood frame and keeps the hood fromsliding further rearward and impacting a windshield.

In still other embodiments, a portion of a hood frame configured toreceive an actuator tip may be fabricated out of a weak material, suchas sheet metal, that may be deformed as a hood lift device pushesthrough a catching hole. In other words, a hole associated with the hoodframe may be shaped without the clearance to allow an actuator tip topass through. Instead, an actuator tip may deform the edges of the holeas it passes through. By deforming the edges of the hole, the actuatortip may create resistance when the actuator tip attempts to separatefrom the hood. This configuration causes the actuator tip to be caughtwhen the force of the actuator is extinguished.

FIG. 8 illustrates an alternative embodiment of hole 855 disposed withinhood frame 803 of hood 800. In the current embodiment, the material inthe portion of hood frame 803 that includes hole 855 may be relativelyweak. In some cases, the material may be sheet metal. In other cases,the material may be some other type of metal alloy with littleresistance. With this configuration, hole 855 may be shaped so that anactuator tip may not pass through hole 855 without deforming the edgesof hole 855.

Preferably, the deformation of the edges of hole 855 causes an actuatortip to be caught when rod attempts to fall after the force of theactuator is dissipated. Instead of falling through hole 855 and thenthrough catching hole 856 of hood hinge 801, the actuator tip remainswithin hood frame 803. Using this arrangement, the actuator tip may becaught within hood frame 803 by hole 855 prior to any rearward movementof a hood.

As previously discussed, an actuator tip may strike a reaction surfaceof an upper portion of a hood hinge. In other embodiments, a reactionsurface may be a portion of a hood skin. In still other embodiments, areaction surface may be a portion of a hood frame. Generally, a reactionsurface may be associated with any component fabricated with a materialof sufficient strength to raise a hood following a strike from a hoodlift device.

In an alternative embodiment illustrated in FIG. 9, reaction surface 905may be an individual component disposed within hood frame 953. In otherembodiments, reaction surface 905 may be disposed below a hood frame orin another location proximate to a hood lift device. In the currentembodiment, reaction surface 905 is secured within cavity 956 by upperportion 902 of a hood hinge.

This arrangement of a separate component for reaction surface 905 mayfacilitate the use of a specific material or shape for reaction surface905. In some cases, reaction surface 905 may be made of a stiffermaterial than the materials used for hood frame 953, hood skin 952 andupper portion 902 of a hood hinge. In other cases, reaction surface 905may be made of the same material as the material used for a hood frame953 or upper portion 902 of a hood hinge. In a preferred embodiment,reaction surface 905 may be fabricated with a material stiffer than thematerial used for upper portion 902. Using this configuration, reactionsurface 905 may force hood 950 upward when struck by components of ahood lift device.

In some embodiments, a reaction surface may be shaped to aid in engagingan actuator tip after deployment of a hood lift device. In previousembodiments, the reaction surface is generally symmetrical. In analternative embodiment, the shape of the reaction surface may be slopedto assist in the constraint of an actuator tip.

Referring to FIG. 10, reaction surface 1005 is configured with a steeperslope on forward portion 1007 than rear portion 1006. When a hood liftdevice executes, this difference in slopes preferably directs anactuator tip in a forward direction relative to hood 1050. Thisconfiguration assists in the capture of actuator tip 1060 by misaligningactuator tip 1060 with catching hole 1055 as actuator tip 1060 is pushedforward and hood 1050 is pushed rearward.

In the current embodiment, reaction surface 1005 is disposed on upperportion 1002 of a hood hinge within cavity 1056. However, in otherembodiments, reaction surface 1005 may be a separate component. In stillother embodiments, reaction surface 1005 may be disposed on a hood frameor hood skin. Generally, reaction surface 1005 may be disposed in anylocation that is configured to lift a hood when a hood lift device isdeployed. Furthermore, in some embodiments, reaction surface 1005 may beany shape that assists in the constraint of an actuator tip after theforce from an actuator is dissipated.

In previous embodiments, an actuator tip is associated with a catchinghole. In an alternative embodiment, an actuator tip may be caught by acatching device that is disposed below a lower portion of a hinge.Generally, the catching device may be any shape that fixedly engages anactuator tip with a hinge after the force from an actuator is depleted.In some embodiments, the catching device may be a portion of a hoodhinge. In other embodiments, the catching device may be a portion of ahood frame. In a preferred embodiment, a catching device may be astandalone component.

FIGS. 11-12 illustrate an alternative embodiment of catching device 1105engaging actuator tip 1154. In this embodiment, catching device 1105 ispreferably disposed below hood frame 1153 and attached to hood frame1153 by bolts or some other means of attachment. Particularly, catchingdevice 1105 may be disposed in a forward direction of catching device1105 and in such a manner that catching device 1105 does not initiallyengage actuator tip 1154 as hood lift device 1125 deploys, prior toactuator tip 1154 contacting hood frame 1153.

Referring to FIG. 11, catching device 1105 may include small hole 1180and indentation 1182. Preferably, small hole 1180 may be shaped toengage rod 1160. Additionally, indentation 1182 may be shaped to engageactuator tip 1154. Generally, catching device 1105 may be configuredwith any shape that may engage rod 1160 and/or actuator tip 1154.

After hood lift device 1125 deploys, rear portion 1152 of hood 1150 israised approximately 10 cm as actuator tip 1154 engages hood frame 1153.This causes catching device 1105 to move upward at an angle. Thismovement may cause catching device 1105 to engage rod 1160 and actuatortip 1154. Furthermore, as a collision ensues, hood 1150 will be pushedrearward causing catching device 1105 to be pushed into rod 1160 andactuator tip 1154. With this configuration, actuator tip 1154 isrestrained from falling when the force from the actuator is depleted.After a hood lift device 1125 raises hood 1150, hood 1150 may beprevented from impacting a windshield during a frontal collision byconstraining rod 1160 and actuator tip 1154 within catching device 1105.

While various embodiments of the invention have been described, thedescription is intended to be exemplary, rather than limiting and itwill be apparent to those of ordinary skill in the art that many moreembodiments and implementations are possible that are within the scopeof the invention. Accordingly, the invention is not to be restrictedexcept in light of the attached claims and their equivalents. Also,various modifications and changes may be made within the scope of theattached claims.

1. A motor vehicle, comprising: a hood comprising a hood skin and a hoodframe; a hinge configured to attach the hood to a portion of the motorvehicle; an actuator including an actuator tip configured to lift a rearportion of the hood associated with the hinge; a catching hole of thehinge configured to receive the actuator tip; and wherein the actuatortip is disposed below the catching hole when the actuator is in aretracted position and wherein the actuator tip is disposed through thecatching hole when the actuator is in an extended position.
 2. The motorvehicle according to claim 1, wherein the hinge includes a lower portionand an upper portion.
 3. The motor vehicle according to claim 2, whereinthe upper portion is a reinforcing portion.
 4. The motor vehicleaccording to claim 2, wherein the upper portion is disposed between thehood frame and the hood skin.
 5. The motor vehicle according to claim 1,wherein the hood frame includes a hole that is aligned with the catchinghole.
 6. The motor vehicle according to claim 2, wherein the upperportion includes a reaction surface configured to engage the actuatortip.
 7. A motor vehicle, comprising: a hood comprising a hood skin and ahood frame; a hinge configured to attach the hood to a portion of themotor vehicle; the hinge comprising a lower portion and an upperportion, the upper portion including a reaction surface disposed betweenthe hood skin and the hood frame; an actuator including an actuator tipconfigured to lift a rear portion of the hood associated with the hinge;a catching hole of the hinge configured to receive the actuator tip; andwherein the actuator tip is configured to contact the reaction surfacewhen the actuator is in an extended position.
 8. The motor vehicleaccording to claim 7, wherein the reaction surface is configured todeform when contacted by the actuator tip.
 9. The motor vehicleaccording to claim 7, wherein the hood is configured to slide towardsthe rear portion of the vehicle when the actuator tip engages thereaction surface.
 10. The motor vehicle according to claim 9, whereinthe actuator tip is configured to fixedly engage with the catching holeafter the hood slides rearwards.
 11. The motor vehicle according toclaim 7, wherein the catching hole has a key-hole shape.
 12. The motorvehicle according to claim 7, wherein the hood frame is associated witha hole that is configured to deform around the actuator tip.
 13. A motorvehicle, comprising: a hood attaching to the motor vehicle using ahinge; an actuator including an actuator tip configured to lift a rearportion of the hood associated with the hinge; the hinge comprising alower portion including a catching hole configured to receive theactuator tip; a reaction surface disposed above the lower portionconfigured to contact the actuator tip in an extended position; andwherein the actuator tip is fixedly engaged with the catching hole inthe extended position.
 14. The motor vehicle according to claim 13,wherein the hood is configured to slide towards a rear portion of themotor vehicle when the actuator tip is in the extended position.
 15. Themotor vehicle according to claim 13, wherein the engagement of actuatortip with the catching hole prevents the rear portion of the hood fromrotating during a collision.
 16. The motor vehicle according to claim13, wherein the reaction surface deforms when contacted by the actuatortip.
 17. The motor vehicle according to claim 13, wherein the reactionsurface is disposed on an upper portion of the hinge.
 18. The motorvehicle according to claim 13, wherein the reaction surface is sloped.19. The motor vehicle according to claim 13, wherein the hinge isassociated with a catching device disposed beneath the lower portion ofthe hinge.
 20. The motor vehicle according to claim 19, wherein thecatching device is configured to engage with the actuator tip.